JP2000184504A - Brake of motor-driven vehicle - Google Patents
Brake of motor-driven vehicleInfo
- Publication number
- JP2000184504A JP2000184504A JP35416898A JP35416898A JP2000184504A JP 2000184504 A JP2000184504 A JP 2000184504A JP 35416898 A JP35416898 A JP 35416898A JP 35416898 A JP35416898 A JP 35416898A JP 2000184504 A JP2000184504 A JP 2000184504A
- Authority
- JP
- Japan
- Prior art keywords
- vehicle speed
- braking
- switching
- regenerative
- regeneration
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Granted
Links
Landscapes
- Regulating Braking Force (AREA)
- Electric Propulsion And Braking For Vehicles (AREA)
Abstract
Description
【０００１】[0001]
【発明の属する技術分野】本発明は、エンジンと電動モ
ータを併用するハイブリッド車両や電動モータを原動機
とする電動車両に適用される電動車両の制動装置の技術
分野に属する。BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention belongs to the technical field of a braking device for an electric vehicle applied to a hybrid vehicle using both an engine and an electric motor or an electric vehicle using an electric motor as a prime mover.
【０００２】[0002]
【従来の技術】従来、電動車両の制動装置としては、例
えば、特開平１０−０１４００８号公報に記載のものが
知られている。2. Description of the Related Art Conventionally, as a braking device for an electric vehicle, for example, a braking device described in Japanese Patent Application Laid-Open No. 10-014088 is known.
【０００３】この公報には、車載のバッテリーからの電
力により車輪を駆動する電動モータ（駆動源）と、車輪
の減速回転に伴って電動モータ（発電機）が発生する電
力をバッテリーに回生するモータ制御手段を具備する電
動車両の制動装置において、モータ制御手段に、公報図
９に示すように、回生から力行への切替車速をＶS とす
るクリープ移行車速設定部を設けた電動車両の制動装置
が示されている。尚、切替車速をＶS とするのは、車速
がＶS 以下の極低速域では、むしろ発電作用を行なわせ
るためにエネルギーが必要となるので、電動モータを制
動に用いることは適切ではなく、また振動を惹起するこ
とにもなるので、安定性を確保するためにも回生制動は
行なわれない（段落番号０００４）。This publication discloses an electric motor (drive source) that drives wheels by electric power from a vehicle-mounted battery, and a motor that regenerates electric power generated by the electric motor (generator) to the battery as the wheels decelerate and rotate. In a braking device for an electric vehicle including a control unit, the motor control unit includes a creep transition vehicle speed setting unit that sets a vehicle speed for switching from regeneration to power running to VS as shown in FIG. It is shown. It is to be noted that the switching vehicle speed is set to VS. In an extremely low speed range where the vehicle speed is lower than VS, energy is required to generate electric power. Therefore, it is not appropriate to use the electric motor for braking, and Therefore, regenerative braking is not performed to secure stability (paragraph number 0004).
【０００４】[0004]
【発明が解決しようとする課題】しかしながら、上記従
来の電動車両の制動装置にあっては、回生から力行への
切替車速ＶS が固定値により与えられるものであるた
め、図１０に示すように、切替車速ＶS を高い車速に設
定すると、高い車速でモータ回生トルクが減少すること
になり、ブレーキ抜け感につながる。一方で坂道の再発
進や渋滞走行等にクリープ力は必要であり、クリープ移
行車速を低くすることができない。However, in the above-mentioned conventional braking device for an electric vehicle, the switching vehicle speed VS from regeneration to power running is given by a fixed value, and as shown in FIG. When the switching vehicle speed VS is set to a high vehicle speed, the motor regenerative torque is reduced at a high vehicle speed, which leads to a feeling of brake loss. On the other hand, creeping force is necessary for restarting on a slope, running in congested traffic, and the like, and it is not possible to lower the creep transition vehicle speed.
【０００５】一般に、ハイブリッド車両や電動車両にお
いて、制動時、低車速域ではクリープ力を発生させるた
め車速に応じて回生→力行を切り替えている。制動時、
回生→力行に切り替わる際、回生制動力が急激に消失す
るため、制動力不足となる場合がある。[0005] In general, in a hybrid vehicle or an electric vehicle, during braking, in a low vehicle speed range, in order to generate a creep force, switching from regeneration to powering is performed according to the vehicle speed. When braking
When switching from regeneration to power running, the regenerative braking force suddenly disappears, which may result in insufficient braking force.
【０００６】一方、本件を解消するため、回生協調装置
によって回生減少分を液圧ブレーキの増圧により制動力
不足を補うシステムが提案されている。しかしながら、
制御による増圧とクリープへの移行による制動トルクの
減少勾配を一致させるため、制御が複雑になってしまう
という難点があった。On the other hand, in order to solve the present problem, a system has been proposed in which a regenerative coordination device compensates for the insufficient braking force by increasing the amount of regeneration by increasing the hydraulic brake pressure. However,
Since the pressure increase by the control and the decreasing gradient of the braking torque due to the transition to the creep are matched, there is a problem that the control becomes complicated.
【０００７】本発明は上記問題に着目してなされたもの
で、本発明が解決しようとする課題は、制動操作時のブ
レーキ抜け感防止及び燃費の向上と、非制動操作時に坂
道発進や渋滞走行が行なえるクリープ力確保との両立を
図る電動車両の制動装置を提供することにある。SUMMARY OF THE INVENTION The present invention has been made in view of the above-mentioned problems. Problems to be solved by the present invention are to prevent a feeling of brake disengagement at the time of a braking operation and to improve fuel efficiency, and to start on a hill or to congest in a non-braking operation. It is an object of the present invention to provide a braking device for an electric vehicle that achieves a balance between the creep force that can be performed and the creep force.
【０００８】[0008]
【課題を解決するための手段】請求項１記載の発明は、
図１のクレーム対応図に示すように、車載のバッテリー
ａからの電力により車輪を駆動する電気駆動手段ｂと、
前記車輪の減速回転に伴って前記電気駆動手段ｂが発生
する電力を前記バッテリーａに回生する回生制動制御手
段ｃを具備する電動車両の制動装置において、制動操作
子の操作状況を検出する制動操作状況検出手段ｄと車速
を検出する車速検出手段ｅを設け、前記回生制動制御手
段ｃに、回生から力行への切替車速を、非制動操作時に
は高車速側の第１設定車速とし、制動操作時には低車速
側の第２設定車速とするクリープ移行車速可変部ｆを設
けた。According to the first aspect of the present invention,
As shown in the claim correspondence diagram of FIG. 1, an electric drive means b for driving wheels by electric power from an on-board battery a,
In a braking device for an electric vehicle including a regenerative braking control unit c that regenerates electric power generated by the electric driving unit b to the battery a with the deceleration rotation of the wheel, a braking operation for detecting an operation state of a braking operation element Situation detection means d and vehicle speed detection means e for detecting the vehicle speed are provided, and the regenerative braking control means c sets the switching vehicle speed from regeneration to power running to the first set vehicle speed on the high vehicle speed side during non-braking operation, and during braking operation. A creep transition vehicle speed variable section f for setting a second vehicle speed on the low vehicle speed side is provided.
【０００９】請求項２記載の発明は、図１のクレーム対
応図に示すように、請求項１記載の電動車両の制動装置
において、前記回生制動制御手段ｃに、回生から力行へ
の切り替え途中にて制動操作子を解放したり制動操作子
を操作した場合、検出車速が高車速側の第１設定車速と
なった時点で決定された回生から力行への切替車速を力
行への切替が終了するまで維持するハンチング防止部ｇ
を設けた。According to a second aspect of the present invention, as shown in the claim correspondence diagram of FIG. 1, in the braking apparatus for an electric vehicle according to the first aspect, the regenerative braking control means c controls the switching from regeneration to power running. When the braking operator is released or the braking operator is operated, the switching from the regeneration to the power running determined when the detected vehicle speed becomes the first set vehicle speed on the high vehicle speed side is completed. Anti-hunting part g
Was provided.
【００１０】請求項３記載の発明は、図１のクレーム対
応図に示すように、請求項１または２記載の電動車両の
制動装置において、制動操作力を直接もしくは間接的に
検出する制動操作力検出手段ｈを設け、前記クリープ移
行車速可変部ｆでの回生から力行への切替車速を、非制
動操作時には高車速側の第１設定車速とし、制動操作時
には検出される制動操作力が大きいほど第２設定車速を
第１設定車速から低車速側に離れた車速に移行させて設
定する車速可変部とした。According to a third aspect of the present invention, as shown in the claim correspondence diagram of FIG. 1, in the braking apparatus for an electric vehicle according to the first or second aspect, a braking operation force for directly or indirectly detecting the braking operation force. Detecting means h is provided, and the vehicle speed for switching from regeneration to power running in the creep transition vehicle speed variable section f is set to the first vehicle speed on the high vehicle speed side during the non-braking operation. The second set vehicle speed is a vehicle speed variable section that is set by shifting the vehicle speed from the first set vehicle speed to a vehicle speed separated to a lower vehicle speed side.
【００１１】請求項４記載の発明は、図１のクレーム対
応図に示すように、請求項１または２記載の電動車両の
制動装置において、制動減速度を検出する制動減速度検
出手段ｉを設け、前記クリープ移行車速可変部ｆでの回
生から力行への切替車速を、非制動操作時には高車速側
の第１設定車速とし、制動操作時には検出される制動減
速度が大きいほど第２設定車速を第１設定車速から低車
速側に離れた車速に移行させて設定する車速可変部とし
た。According to a fourth aspect of the present invention, as shown in the claim correspondence diagram of FIG. 1, in the braking apparatus for an electric vehicle according to the first or second aspect, a braking deceleration detecting means i for detecting a braking deceleration is provided. The switching vehicle speed from regeneration to power running in the creep transition vehicle speed variable section f is set to the first vehicle speed on the high vehicle speed side during the non-braking operation, and the second setting vehicle speed is increased as the braking deceleration detected during the braking operation increases. A vehicle speed variable section is set by shifting from the first set vehicle speed to a vehicle speed away from the first vehicle speed to a low vehicle speed side.
【００１２】請求項５記載の発明は、図１のクレーム対
応図に示すように、請求項１または２記載の電動車両の
制動装置において、制動操作子の操作量を検出する制動
操作量検出手段ｊを設け、前記クリープ移行車速可変部
ｆでの回生から力行への切替車速を、非制動操作時には
高車速側の第１設定車速とし、制動操作時には検出され
る制動操作量が大きいほど第２設定車速を第１設定車速
から低車速側に離れた車速に移行させて設定する車速可
変部とした。According to a fifth aspect of the present invention, as shown in the claim correspondence diagram of FIG. 1, in the braking device for an electric vehicle according to the first or second aspect, a braking operation amount detecting means for detecting an operation amount of a braking operation element. j, the switching vehicle speed from regenerative to power running in the creep transition vehicle speed variable section f is set to the first set vehicle speed on the high vehicle speed side during the non-braking operation, and the second set as the detected braking operation amount increases during the braking operation. A vehicle speed variable section is provided which shifts the set vehicle speed from the first set vehicle speed to a vehicle speed separated to a lower vehicle speed side and sets the vehicle speed.
【００１３】[0013]
【発明の作用および効果】請求項１記載の発明にあって
は、走行時、回生制動制御手段ｃにおいて、制動操作や
車両減速度等による回生制動開始条件を満足すると、電
気駆動手段ｂが発生する電力をバッテリーａに回生する
回生制動が開始される。そして、回生制動が開始される
と、制動操作状況検出手段ｄにより制動操作子の操作状
況が検出され、クリープ移行車速可変部ｆにおいて、回
生から力行への切替車速が、非制動操作時には高車速側
の第１設定車速とされ、制動操作時には低車速側の第２
設定車速とされる。そして、車速検出手段ｅからの車速
の低下を監視しながら回生制動が維持され、検出される
車速がクリープ移行車速可変部ｆにて設定された設定車
速になると、回生制動制御手段ｃにおいて、回生からバ
ッテリーａからの電力により車輪を駆動する力行へ切り
替えられる。よって、制動操作を伴う制動操作回生時に
は回生から力行への切替車速が低車速側の第２設定車速
とされることで、ブレーキ抜け感防止を図ることができ
るし、回生領域の拡大による燃費の向上を図ることがで
きる。また、非制動操作であるコースト回生時（エンジ
ンブレーキ相当）には回生から力行への切替車速が高車
速側の第１設定車速とされることで、坂道発進や渋滞走
行を行なうクリープ力が十分に確保される。すなわち、
ブレーキ抜け感防止とクリープ力確保との両立を図るこ
とができるという効果が得られる。According to the first aspect of the present invention, when the regenerative braking control means c satisfies the conditions for starting regenerative braking due to a braking operation, vehicle deceleration, or the like during traveling, the electric drive means b is generated. The regenerative braking that regenerates the generated power to the battery a is started. When the regenerative braking is started, the operation state of the braking operator is detected by the braking operation state detecting means d, and the vehicle speed at which the vehicle is switched from the regeneration to the power running is changed to the high vehicle speed during the non-braking operation in the creep transition vehicle speed variable section f. The first set vehicle speed on the low vehicle speed side during the braking operation.
The vehicle speed is set. Then, the regenerative braking is maintained while monitoring the decrease in the vehicle speed from the vehicle speed detecting means e, and when the detected vehicle speed reaches the set vehicle speed set by the creep transition vehicle speed variable section f, the regenerative braking control means c Is switched to powering to drive the wheels by the electric power from the battery a. Therefore, at the time of the braking operation regenerative operation accompanied by the braking operation, the switching vehicle speed from the regeneration to the power running is set to the second set vehicle speed on the low vehicle speed side. Improvement can be achieved. In addition, during coast regeneration (equivalent to engine braking), which is a non-braking operation, the vehicle speed switching from regeneration to power running is set to the first set vehicle speed on the high vehicle speed side, so that creep force for starting on a slope or running in congested traffic is sufficient. Is secured. That is,
The effect is obtained that it is possible to achieve both the prevention of the feeling of disengagement of the brake and the securing of the creep force.
【００１４】請求項２記載の発明にあっては、回生途中
にて制動操作子を解放したり制動操作子を操作した場
合、クリープ移行車速可変部ｆにおいて、回生から力行
への切替車速が、第１設定車速とされたり第２設定車速
とされたりすることで、回生から力行への切り替え途中
に力行から回生へ切り替えられたりして、回生と力行と
の切替制御ハンチングが生じることがある。そこで、回
生から力行への切り替え途中にて制動操作子を解放した
り制動操作子を操作した場合、ハンチング防止部ｇにお
いて、検出車速が高車速側の第１設定車速となった時点
で決定された回生から力行への切替車速が力行への切替
が終了するまで維持される。よって、回生から力行への
切り替え途中にて制動操作子を解放したり制動操作子を
操作することが行なわれても、回生と力行との切替制御
ハンチングを防止することができる。According to the second aspect of the present invention, when the brake operator is released or the brake operator is operated during regeneration, the vehicle speed at which the vehicle is switched from regeneration to power running is changed in the creep transition vehicle speed variable section f. When the vehicle speed is set to the first set vehicle speed or the second set vehicle speed, switching from power running to regeneration is performed during switching from regeneration to power running, and switching control hunting between regeneration and power running may occur. Therefore, when the brake operator is released or the brake operator is operated during switching from regeneration to power running, the hunting prevention unit g determines the detected vehicle speed when the detected vehicle speed becomes the first set vehicle speed on the high vehicle speed side. The switching vehicle speed from regeneration to power running is maintained until the switching to power running ends. Therefore, even if the braking operator is released or the braking operator is operated during switching from regeneration to power running, hunting for switching control between regeneration and power running can be prevented.
【００１５】請求項３記載の発明にあっては、クリープ
移行車速可変部ｆでの回生から力行への切替車速が、非
制動操作時には高車速側の第１設定車速とされ、制動操
作時には制動操作力検出手段ｈにより検出される制動操
作力が大きいほど第２設定車速が第１設定車速から低車
速側に離れた車速に移行して設定される。よって、制動
操作力が大きいほどブレーキ抜け感が顕著になるのに対
応して、マスタシリンダ圧等により検出される制動操作
力が大きいほど回生から力行への切替車速が低車速とさ
れることで、制動操作力の大きさにかかわらず良好なブ
レーキフィーリングを得ることができる。According to the third aspect of the present invention, the vehicle speed for switching from regeneration to power running in the creep transition vehicle speed variable portion f is set to the first vehicle speed on the high vehicle speed side during non-braking operation, and is set to braking during braking operation. As the braking operation force detected by the operation force detection means h increases, the second set vehicle speed shifts from the first set vehicle speed to a vehicle speed separated to a lower vehicle speed side and is set. Accordingly, in response to the greater the braking operation force, the feeling of the brake omission becomes more remarkable, and the greater the braking operation force detected by the master cylinder pressure or the like, the lower the vehicle speed at which switching from regeneration to powering is performed. Thus, a good brake feeling can be obtained regardless of the magnitude of the braking operation force.
【００１６】請求項４記載の発明にあっては、クリープ
移行車速可変部ｆでの回生から力行への切替車速が、非
制動操作時には高車速側の第１設定車速とされ、制動操
作時には制動減速度検出手段ｉにより検出される制動減
速度が大きいほど第２設定車速が第１設定車速から低車
速側に離れた車速に移行して設定される。よって、制動
減速度が大きいほどブレーキ抜け感が顕著になるのに対
応して、車速微分値等により検出される制動減速度が大
きいほど回生から力行への切替車速が低車速とされるこ
とで、制動減速度の大きさにかかわらず良好なブレーキ
フィーリングを得ることができる。According to the present invention, the vehicle speed for switching from regeneration to power running in the creep transition vehicle speed variable section f is set to the first set vehicle speed on the high vehicle speed side during non-braking operation, and braking during braking operation. As the braking deceleration detected by the deceleration detecting means i is larger, the second set vehicle speed is shifted from the first set vehicle speed to a lower vehicle speed and set. Accordingly, in response to the greater the braking deceleration, the feeling of braking loss becomes more noticeable, and the greater the braking deceleration detected by the vehicle speed differential value or the like, the lower the vehicle speed at which switching from regeneration to powering is performed. Thus, a good brake feeling can be obtained regardless of the magnitude of the braking deceleration.
【００１７】請求項５記載の発明にあっては、クリープ
移行車速可変部ｆでの回生から力行への切替車速が、非
制動操作時には高車速側の第１設定車速とされ、制動操
作時には制動操作量検出手段ｊにより検出される制動操
作量が大きいほど第２設定車速が第１設定車速から低車
速側に離れた車速に移行して設定される。よって、制動
操作量が大きいほどブレーキ抜け感が顕著になるのに対
応して、ストロークセンサ等により検出される制動操作
量が大きいほど回生から力行への切替車速が低車速とさ
れることで、制動操作量の大きさにかかわらず良好なブ
レーキフィーリングを得ることができる。According to the fifth aspect of the present invention, the switching vehicle speed from the regeneration to the power running in the creep transition vehicle speed variable section f is set to the first vehicle speed on the high vehicle speed side during the non-braking operation, and the braking is performed during the braking operation. As the braking operation amount detected by the operation amount detecting means j is larger, the second set vehicle speed is shifted from the first set vehicle speed to a lower vehicle speed and set. Accordingly, in response to the greater the braking operation amount, the more the braking operation amount detected by the stroke sensor or the like becomes larger, the switching vehicle speed from regeneration to powering is set to a lower vehicle speed, in response to the fact that the braking operation feeling is larger. A good brake feeling can be obtained regardless of the magnitude of the braking operation amount.
【００１８】[0018]
【発明の実施の形態】（実施の形態１）実施の形態１は
請求項１，請求項２に記載の発明に対応する電動車両の
制動装置である。(Embodiment 1) Embodiment 1 is a braking device for an electric vehicle according to the first and second aspects of the present invention.
【００１９】図２は実施の形態１の電動車両の制動装置
が適用された回生協調ブレーキシステム図であり、回生
協調ブレーキシステムは、従来の液圧のみによるブレー
キに対し、モータ回生制動と協調するブレーキ液圧制御
により、燃費の向上を図ることを目的とするシステムで
ある。FIG. 2 is a diagram of a regenerative cooperative braking system to which the braking device for an electric vehicle according to the first embodiment is applied. The regenerative cooperative braking system cooperates with a motor regenerative braking with respect to a conventional brake using only hydraulic pressure. This system aims to improve fuel efficiency by controlling brake fluid pressure.
【００２０】図２において、１はブレーキペダル（制動
操作子）、２は作動液圧ブースタ、３はマスタシリン
ダ、４はブレーキ液リザーバ、５は外部液圧発生ユニッ
ト、６は回生協調アクチュエータ、７はＡＢＳアクチュ
エータ、８FR，８RL，８RR，８FLはホイールシリンダ、
１２は回生協調コントロールユニット（回生制動制御手
段）、１３はＡＢＳコントロールユニット、１４はモー
タコントローラ（回生制動制御手段）、１５はインバー
タ＆モータコントロールユニット、１６はモータ（電気
駆動手段）、１７はバッテリー、１８はペダルスイッチ
（制動操作状況検出手段）、１９，２０は圧力スイッ
チ、２１はプライマリマスタシリンダ圧センサ（制動操
作力検出手段）、２２はセカンダリマスタシリンダ圧セ
ンサ（制動操作力検出手段）である。In FIG. 2, 1 is a brake pedal (braking operator), 2 is a hydraulic pressure booster, 3 is a master cylinder, 4 is a brake fluid reservoir, 5 is an external hydraulic pressure generating unit, 6 is a regenerative cooperative actuator, 7 Is an ABS actuator, 8FR, 8RL, 8RR and 8FL are wheel cylinders,
12 is a regenerative coordination control unit (regenerative braking control means), 13 is an ABS control unit, 14 is a motor controller (regenerative braking control means), 15 is an inverter and motor control unit, 16 is a motor (electric drive means), and 17 is a battery , 18 are pedal switches (braking operation state detecting means), 19 and 20 are pressure switches, 21 is a primary master cylinder pressure sensor (braking operating force detecting means), and 22 is a secondary master cylinder pressure sensor (braking operating force detecting means). is there.
【００２１】前記マスタシリンダ３は、ブレーキペダル
１へのペダル踏力を作動液圧ブースタ２により高め、ペ
ダル踏力に応じたマスタシリンダ圧を発生する。The master cylinder 3 increases the pedal depressing force applied to the brake pedal 1 by the hydraulic pressure booster 2 and generates a master cylinder pressure corresponding to the pedal depressing force.
【００２２】前記各ホイールシリンダ８FR，８RL，８R
R，８FLは、マスタシリンダ３から回生協調アクチュエ
ータ６及びＡＢＳアクチュエータ７を介して導かれるホ
イールシリンダ圧に応じた制動力を各車輪に付与する。Each of the wheel cylinders 8FR, 8RL, 8R
The R and 8FL apply a braking force to each wheel according to the wheel cylinder pressure guided from the master cylinder 3 via the regenerative cooperation actuator 6 and the ABS actuator 7.
【００２３】前記回生協調アクチュエータ６は、マスタ
シリンダ３とＡＢＳアクチュエータ７との間に配置さ
れ、モータ回生制動時、制動回生により得られる制動力
と各ホイールシリンダ８FR，８RL，８RR，８FLへのブレ
ーキ液圧による制動力との合計がマスタシリンダ圧によ
る必要制動力に一致するように、マスタシリンダ圧を減
圧制御する。The regenerative coordination actuator 6 is disposed between the master cylinder 3 and the ABS actuator 7, and provides braking force obtained by regenerative braking and braking to the wheel cylinders 8FR, 8RL, 8RR, 8FL during motor regenerative braking. The master cylinder pressure is reduced so that the sum of the braking force due to the hydraulic pressure matches the required braking force due to the master cylinder pressure.
【００２４】前記ＡＢＳアクチュエータ７は、回生協調
アクチュエータ６と各ホイールシリンダ８FR，８RL，８
RR，８FLとの間に配置され、制動ロックが発生するよう
な低μ路制動時や急制動時等において、制動ロックを抑
制するように各ホイールシリンダ８FR，８RL，８RR，８
FLのブレーキ液圧を制御する。The ABS actuator 7 includes a regenerative cooperative actuator 6 and wheel cylinders 8FR, 8RL, 8
Each of the wheel cylinders 8FR, 8RL, 8RR, 8RR is arranged between the RR and 8FL so as to suppress the brake lock during low-μ road braking or sudden braking where braking lock occurs.
Controls FL brake pressure.
【００２５】前記回生協調コントロールユニット１２
は、必要制動力に対し回生制動力分と油圧制動力分との
制動配分を決め、決められた油圧制動力分を各ホイール
シリンダ８FR，８RL，８RR，８FLへのブレーキ液圧によ
り得るために回生協調アクチュエータ６に対しバルブ駆
動信号を出力する制御手段で、マスタシリンダ圧信号に
より必要制動力を算出する必要制動力算出部１２ａと、
必要制動力とモータコントローラ１４からの可能回生力
により制動配分を決定する回生／油圧制動配分決定部１
２ｂと、決定された油圧制動配分に基づいてバルブ駆動
信号を出力する油圧制御部１２ｃと、信号を監視してフ
ェールセーフ制御を行なうＦＳ制御部１２ｄとを備えて
いる。尚、この回生協調コントロールユニット１２に
は、図外の車速センサ（車速検出手段に相当）からの車
速信号が入力されるし、後述する回生→力行の切替車速
設定も行なわれる。The regenerative cooperative control unit 12
Is to determine the braking distribution between the regenerative braking force and the hydraulic braking force with respect to the required braking force, and to obtain the determined hydraulic braking force by the brake fluid pressure to each wheel cylinder 8FR, 8RL, 8RR, 8FL. Control means for outputting a valve drive signal to the regenerative coordination actuator 6; a required braking force calculating unit 12a for calculating a required braking force from a master cylinder pressure signal;
A regenerative / hydraulic braking distribution determining unit 1 that determines a braking distribution based on a required braking force and a possible regenerative force from the motor controller 14.
2b, a hydraulic control unit 12c that outputs a valve drive signal based on the determined hydraulic braking distribution, and an FS control unit 12d that monitors the signal and performs fail-safe control. The regenerative cooperative control unit 12 receives a vehicle speed signal from a vehicle speed sensor (corresponding to a vehicle speed detecting means) (not shown), and also sets a regenerative → power running switching vehicle speed which will be described later.
【００２６】前記ＡＢＳコントロールユニット１３は、
車輪速信号により車輪の制動スリップ状態を算出し、制
動ロックと判断される時にＡＢＳアクチュエータ７に対
しバルブ駆動信号を出力する。尚、ＡＢＳ作動信号がＡ
ＢＳコントロールユニット１３から回生協調コントロー
ルユニット１２に出力され、回生協調制御中にＡＢＳ作
動に入ったら回生協調制御を解除するという制御干渉防
止措置がとられる。The ABS control unit 13 includes:
The brake slip state of the wheel is calculated from the wheel speed signal, and a valve drive signal is output to the ABS actuator 7 when it is determined that the brake is locked. The ABS operation signal is A
A control interference prevention measure is output from the BS control unit 13 to the regenerative cooperative control unit 12 and canceling the regenerative cooperative control when the ABS operation is started during the regenerative cooperative control.
【００２７】前記モータコントローラ１４は、制動時に
可能回生力を算出し回生／油圧制動配分決定部１２ｂに
出力する可能回生力算出部１４ａと、回生／油圧制動配
分決定部１２ｂからの制動力配分情報を入力して回生力
を制御する回生力制御部１４ｂとを備えたコントローラ
である。The motor controller 14 calculates a possible regenerative force at the time of braking and outputs the possible regenerative force to the regenerative / hydraulic braking distribution determining unit 12b, and braking force distribution information from the regenerative / hydraulic braking distribution determining unit 12b. And a regenerative power control unit 14b for controlling the regenerative power by inputting the input.
【００２８】前記インバータ＆モータコントロールユニ
ット１５は、モータコントローラ１４からの指令に基づ
いてインバータを含むモータ制御を行なう手段である。The inverter & motor control unit 15 is means for controlling a motor including an inverter based on a command from the motor controller 14.
【００２９】前記モータ１６は、エンジンとの併用また
は単独で駆動系に設けられ、走行時には駆動モータとし
ての機能を発揮し、制動時や減速時等には回生によりバ
ッテリー１７に蓄電するジェネレータ（発電機）として
の機能を発揮する。The motor 16 is provided in a drive system in combination with the engine or independently, and functions as a drive motor during running, and a generator (power generation) for storing electricity in the battery 17 by regeneration during braking or deceleration. Machine).
【００３０】図３は実施の形態１の回生協調時のブレー
キ液圧制御系を示す液圧回路図で、回生協調アクチュエ
ータ６において、ＦＣＳは回生切換バルブ、Ｐ＆ＲＶは
液圧制御バルブ、ＳＣＣは共用シリンダ、ＣＳＢは増圧
バルブ、ＣＳＤは減圧バルブ、ＲＳＶはリザーバ、ＣＨ
Ｖ１は第１チェックバルブ、ＣＨＶ２は第２チェックバ
ルブ、ＣＨＶ３は第３チェックバルブ、ＢＰ１は第１バ
イパス液路、ＢＰ２は第２バイパス液路であり、ＡＢＳ
アクチュエータ７において、３０FR，３０RL，３０RR、
３０FLは増圧制御バルブ、３１FR，３１RL，３１RR、３
１FLは減圧制御バルブ、３２Ｐ，３２Ｓはリザーバ、３
３Ｐ，３３Ｓはポンプ、３４Ｐ，３４Ｓはダンパ、３５
FR，３５RL，３５RR、３５FLはチェックバルブである。FIG. 3 is a hydraulic circuit diagram showing a brake fluid pressure control system during regenerative coordination according to the first embodiment. In the regenerative cooperative actuator 6, FCS is a regenerative switching valve, P & RV is a hydraulic pressure control valve, and SCC is a common use. Cylinder, CSB is pressure increasing valve, CSD is pressure reducing valve, RSV is reservoir, CH
V1 is a first check valve, CHV2 is a second check valve, CHV3 is a third check valve, BP1 is a first bypass fluid path, BP2 is a second bypass fluid path, ABS
In the actuator 7, 30FR, 30RL, 30RR,
30FL is a pressure increase control valve, 31FR, 31RL, 31RR, 3
1FL is a pressure reduction control valve, 32P and 32S are reservoirs, 3
3P and 33S are pumps, 34P and 34S are dampers, 35
FR, 35RL, 35RR, and 35FL are check valves.
【００３１】前記回生切換バルブＦＣＳは、マスタシリ
ンダ圧液路の途中に設けられ、モータ回生制動時にマス
タシリンダ３と各ホイールシリンダ８FR，８RL，８RR，
８FLの連通を遮断する２位置ソレノイドバルブである。The regenerative switching valve FCS is provided in the master cylinder pressure fluid path, and the master cylinder 3 and the wheel cylinders 8FR, 8RL, 8RR,
This is a 2-position solenoid valve that shuts off the communication of 8FL.
【００３２】前記液圧制御バルブＰ＆ＲＶは、前記回生
切換バルブＦＣＳとは並列配置で設けられ、モータ回生
制動時に回生分減圧した各ホイールシリンダ８FR，８R
L，８RR，８FLへのブレーキ液圧を作り出すバルブで、
マスタシリンダ圧を入力圧とし、プロポーショニングバ
ルブ特性とリリーフバルブ特性とを合成した減圧特性に
より制動回生分を減圧したホイールシリンダ圧を出力す
る。The hydraulic pressure control valves P & RV are provided in parallel with the regenerative switching valve FCS, and each of the wheel cylinders 8FR, 8R has a reduced pressure for regeneration during motor regenerative braking.
A valve that creates brake fluid pressure to L, 8RR, 8FL,
Using the master cylinder pressure as an input pressure, a wheel cylinder pressure in which the amount of braking regeneration is reduced by a pressure reduction characteristic obtained by combining a proportioning valve characteristic and a relief valve characteristic is output.
【００３３】前記第１チェックバルブＣＨＶ１は、前記
マスタシリンダ３と前記回生切換バルブＦＣＳとを連通
する液路の途中に設けられ、マスタシリンダ３から各ホ
イールシリンダ８FR，８RL，８RR，８FL方向への流通の
みを許す。The first check valve CHV1 is provided in the middle of a fluid passage connecting the master cylinder 3 and the regenerative switching valve FCS. The first check valve CHV1 extends from the master cylinder 3 to each of the wheel cylinders 8FR, 8RL, 8RR, 8FL. Allow distribution only.
【００３４】前記共用シリンダＳＣＣは、前記第１チェ
ックバルブＣＨＶ１の下流位置であって前記回生切換バ
ルブＦＣＳの上流位置から分岐する液路に設けられ、モ
ータ回生制動による減圧時に消費液量が減少した分だけ
マスタシリンダ３からのブレーキ液を吸収する吸収シリ
ンダ機能と、モータ回生制動から通常の制動への復帰時
に各ホイールシリンダ８FR，８RL，８RR，８FLへのブレ
ーキ液量を復元して増圧する増圧シリンダ機能を１つの
シリンダで共用させたものである。この共用シリンダＳ
ＣＣは、ブレーキ液圧室側の小径シリンダ部と、背圧室
側の大径シリンダ部と、両シンリンダ部に摺動可能に嵌
合された段付きピストンと、該段付きピストンをブレー
キ液圧室方向に付勢するスプリングとを有する。The common cylinder SCC is provided in a liquid passage downstream of the first check valve CHV1 and branched from an upstream position of the regenerative switching valve FCS. An absorption cylinder function for absorbing the brake fluid from the master cylinder 3 by the amount of the brake fluid, and a booster for restoring the brake fluid volume to each of the wheel cylinders 8FR, 8RL, 8RR, and 8FL when returning from the motor regenerative braking to the normal braking. The pressure cylinder function is shared by one cylinder. This common cylinder S
CC is a small-diameter cylinder portion on the brake hydraulic pressure chamber side, a large-diameter cylinder portion on the back pressure chamber side, a stepped piston slidably fitted to both cylinders, and a brake hydraulic pressure. A spring biasing in the chamber direction.
【００３５】前記第２チェックバルブＣＨＶ２は、前記
第１チェックバルブＣＨＶ１と前記回生切換バルブＦＣ
Ｓとを迂回してマスタシリンダ３と各ホイールシリンダ
８FR，８RL，８RR，８FLを連通する第１バイパス液路Ｂ
Ｐ１の途中に設けられ、各ホイールシリンダ８FR，８R
L，８RR，８FLからマスタシリンダ３方向への流通のみ
を許す。The second check valve CHV2 is connected to the first check valve CHV1 and the regeneration switching valve FC.
A first bypass fluid path B that bypasses S and communicates with the master cylinder 3 and each wheel cylinder 8FR, 8RL, 8RR, 8FL.
Provided in the middle of P1, each wheel cylinder 8FR, 8R
Only the flow from L, 8RR, 8FL to the master cylinder 3 is allowed.
【００３６】前記増圧バルブＣＳＢは、前記共用シリン
ダＳＣＣの背圧室と前記作動液圧ブースタ２とを連通す
る液路の途中に設けられた常開の２位置ソレノイドバル
ブであり、前記減圧バルブＣＳＤは、前記共用シリンダ
ＳＣＣの背圧室と前記リザーバＲＳＶとを連通する液路
の途中に設けられた常閉の２位置ソレノイドバルブであ
り、前記第３チェックバルブＣＨＶ３は、前記減圧バル
ブＣＳＤを迂回してリザーバＲＳＶと増圧バルブＣＳＢ
とを連通する第２バイパス液路ＢＰ２の途中に設けら
れ、リザーバＲＳＶから増圧バルブＣＳＢ方向への流通
のみを許す。尚、リザーバＲＳＶのスプリング室はブレ
ーキ液リザーバ４に連通されている。The pressure-increasing valve CSB is a normally-open two-position solenoid valve provided in the middle of a fluid path connecting the back pressure chamber of the common cylinder SCC and the hydraulic pressure booster 2. CSD is a normally-closed two-position solenoid valve provided in the middle of a fluid path that connects the back pressure chamber of the shared cylinder SCC and the reservoir RSV, and the third check valve CHV3 is connected to the pressure reducing valve CSD. Bypass reservoir RSV and booster valve CSB
And is provided in the middle of the second bypass fluid passage BP2 that communicates with the fluid passage, and allows only the flow from the reservoir RSV toward the pressure increasing valve CSB. The spring chamber of the reservoir RSV communicates with the brake fluid reservoir 4.
【００３７】次に、作用を説明する。Next, the operation will be described.
【００３８】［回生協調時］一定制動によるブレーキ液
圧の回生協調制御について、図４及び図５に基づいて説
明する。[Regeneration Cooperation] Regeneration coordination control of brake fluid pressure by constant braking will be described with reference to FIGS. 4 and 5. FIG.
【００３９】ブレーキペダル１への踏み込みを開始する
と、ペダルスイッチ１８がＯＮとなり（図４のＢＰＳが
ＯＦＦ→ＯＮ）、このスイッチ信号に基づいて、回生切
換バルブＦＣＳ（ＯＮ）が連通から遮断に切り換えら
れ、マスタシリンダ３で発生したブレーキ液圧は、液圧
制御バルブＰ＆ＲＶ→ＡＢＳアクチュエータ７を経過し
て各ホイールシリンダ８FR，８RL，８RR，８FLに導か
れ、液圧制御バルブＰ＆ＲＶにおいて、図６に示す特性
にてマスタシリンダ圧から制動回生による分を減圧した
ブレーキ液圧が作り出され、各車輪にはマスタシリンダ
圧より低圧のホイールシリンダ圧による制動力が与えら
れる。すなわち、通常ブレーキ時は、図５(イ) に示すよ
うに、マスタシリンダ圧とホイールシリンダ圧とは１：
１の関係であるが、回生協調時は液圧制御バルブＰ＆Ｒ
Ｖを介在させることにより、図５(ロ)に示すように、ホ
イールシリンダ圧がＰ1 まではマスタシリンダ圧をその
ままホイールシリンダ圧であり、ホイールシリンダ圧が
Ｐ1 に達するとマスタシリンダ圧の上昇に対してホイー
ルシリンダ圧が微増するプロポーショニングバルブ特性
（ＰＶ特性）とし、ホイールシリンダ圧がＰ2 以上にな
るとマスタシリンダ圧に比例したホイールシリンダ圧を
出力するリリーフバルブ特性（ＲＶ）とを合成した減圧
特性により制動回生分（図５の点描領域）を減圧したホ
イールシリンダ圧が出力されることになる。この制動回
生分は、回生協調コントロールユニット１２での回生／
油圧の制動配分の算出結果に応じて決められることにな
る。When depression of the brake pedal 1 is started, the pedal switch 18 is turned on (BPS in FIG. 4 is changed from OFF to ON), and based on this switch signal, the regenerative switching valve FCS (ON) is switched from communication to cutoff. The brake fluid pressure generated in the master cylinder 3 passes through the fluid pressure control valve P & RV → ABS actuator 7 and is guided to each wheel cylinder 8FR, 8RL, 8RR, 8FL. With the characteristics shown, a brake fluid pressure is generated from the master cylinder pressure by reducing the amount due to braking regeneration, and a braking force is applied to each wheel by a wheel cylinder pressure lower than the master cylinder pressure. That is, during normal braking, as shown in FIG. 5 (a), the master cylinder pressure and the wheel cylinder pressure are 1:
1, the hydraulic pressure control valve P & R
By interposing V, as shown in FIG. 5 (b), the master cylinder pressure is the wheel cylinder pressure as it is until the wheel cylinder pressure reaches P1, and when the wheel cylinder pressure reaches P1, the master cylinder pressure increases. A proportional pressure valve characteristic (PV characteristic) in which the wheel cylinder pressure increases slightly, and a relief valve characteristic (RV) that outputs a wheel cylinder pressure proportional to the master cylinder pressure when the wheel cylinder pressure exceeds P2 The wheel cylinder pressure in which the amount of braking regeneration (the dotted area in FIG. 5) is reduced is output. This braking regenerative amount is generated by the regenerative /
It will be determined according to the calculation result of the hydraulic pressure distribution.
【００４０】上記のように、モータ回生制動時には、回
生切換バルブＦＣＳによりマスタシリンダ３と各ホイー
ルシリンダ８FR，８RL，８RR，８FLの連通が遮断され、
液圧制御バルブＰ＆ＲＶにより制動回生による分を減圧
したブレーキ液圧が作り出される。このため、マスタシ
リンダ３からのブレーキ液のうち各ホイールシリンダ８
FR，８RL，８RR，８FLでの消費液量が減少した分だけの
ブレーキ液を吸収する必要がある。これに対し、図４に
示すように、ブレーキペダル１の踏み込みが開始される
と、まず、ペダルスイッチ１８のＯＮに呼応して増圧バ
ルブＣＳＢが閉じられ、その直後、液圧制御バルブＰ＆
ＲＶの減圧開始に呼応して減圧バルブＣＳＤが開らかれ
る。よって、マスタシリンダ３からのブレーキ液は、第
１チェックバルブＣＨＶ１を介して共用シリンダＳＣＣ
に導かれ、共用シリンダＳＣＣの段付きピストンを押し
てブレーキ液圧をブレーキ液圧室に貯め、共用シリンダ
ＳＣＣの背圧室（大気圧相当）から減圧バルブＣＳＤを
経過してリザーバＲＳＶにブレーキ液を貯めることで吸
収シリンダ機能が発揮される。As described above, at the time of motor regenerative braking, the communication between the master cylinder 3 and the wheel cylinders 8FR, 8RL, 8RR, 8FL is cut off by the regenerative switching valve FCS.
The hydraulic pressure control valve P & RV generates a brake hydraulic pressure in which the amount of the brake regeneration is reduced. Therefore, each of the wheel cylinders 8 out of the brake fluid from the master cylinder 3
It is necessary to absorb as much brake fluid as the amount of fluid consumed in FR, 8RL, 8RR, and 8FL has decreased. On the other hand, as shown in FIG. 4, when the depression of the brake pedal 1 is started, first, the booster valve CSB is closed in response to the ON of the pedal switch 18, and immediately thereafter, the hydraulic pressure control valve P &
The pressure reducing valve CSD is opened in response to the start of the pressure reduction of the RV. Therefore, the brake fluid from the master cylinder 3 is supplied to the common cylinder SCC via the first check valve CHV1.
And presses the stepped piston of the common cylinder SCC to store the brake fluid pressure in the brake fluid pressure chamber. The brake fluid passes from the back pressure chamber (equivalent to atmospheric pressure) of the common cylinder SCC to the reservoir RSV via the pressure reducing valve CSD. By storing, the absorption cylinder function is exhibited.
【００４１】また、モータ回生制動から通常の制動への
復帰時には、回生切換バルブＦＣＳによりマスタシリン
ダ３と各ホイールシリンダ８FR，８RL，８RR，８FLとの
遮断が解除され両シリンダ３，８FR，８RL，８RR，８FL
が連通される。この時、上記ブレーキ液の吸収分だけ各
ホイールシリンダ８FR，８RL，８RR，８FLのブレーキ液
が不足し、液圧も低くなっているため、ホイールシリン
ダ圧をマスタシリンダ圧レベルまで引き上げる増圧を行
なう必要がある。これに対し、図４に示すように、ま
ず、液圧制御バルブＰ＆ＲＶでリリーフバルブ作動圧と
なったらそれ以降の時点で減圧バルブＣＳＤが閉じら
れ、多少の時間遅れで増圧バルブＣＳＢが開かれる。よ
って、回生協調終了時に回生切換バルブＦＣＳが連通側
に切り換えられると、ブースト圧を背圧とする共用シリ
ンダＳＣＣのブレーキ液が、第１チェックバルブＣＨＶ
１によりマスタシリンダ３側に流れ込むことなく、回生
切換バルブＦＣＳを介して各ホイールシリンダ８FR，８
RL，８RR，８FLに送られ、ブレーキ液量を復元して減圧
されている各ホイールシリンダ８FR，８RL，８RR，８FL
のブレーキ液圧がマスタシリンダ３のレベルまで増圧さ
れ、増圧シリンダ機能が発揮される。When returning from the motor regenerative braking to the normal braking, the shutoff between the master cylinder 3 and the wheel cylinders 8FR, 8RL, 8RR, 8FL is released by the regenerative switching valve FCS, and both cylinders 3, 8FR, 8RL, 8RR, 8FL
Is communicated. At this time, since the brake fluid in each of the wheel cylinders 8FR, 8RL, 8RR, 8FL is insufficient due to the absorption of the brake fluid and the fluid pressure is low, the wheel cylinder pressure is increased to the master cylinder pressure level. There is a need. On the other hand, as shown in FIG. 4, first, when the relief valve operating pressure is reached by the hydraulic pressure control valve P & RV, the pressure reducing valve CSD is closed at a later point in time, and the pressure increasing valve CSB is opened with a slight time delay. . Therefore, when the regenerative switching valve FCS is switched to the communication side at the end of the regenerative cooperation, the brake fluid of the shared cylinder SCC having the boost pressure as the back pressure is supplied to the first check valve CHV.
1, the wheel cylinders 8FR, 8FR do not flow into the master cylinder 3 side but through the regeneration switching valve FCS.
Each wheel cylinder 8FR, 8RL, 8RR, 8FL which is sent to RL, 8RR, 8FL to restore the brake fluid volume and decompress
Is increased to the level of the master cylinder 3, and the pressure increasing cylinder function is exhibited.
【００４２】［回生→力行の切替車速設定作用］図６は
モータ回生制動の開始により回生協調コントロールユニ
ット１２で実行される回生→力行の切替車速設定作動の
流れを示すフローチャートであり（クリープ移行車速可
変部及びハンチング防止部に相当）、以下、各ステップ
について説明する。FIG. 6 is a flowchart showing the flow of the regeneration-to-powering switching vehicle speed setting operation executed by the regenerative cooperative control unit 12 when the motor regenerative braking is started (creep transition vehicle speed). The steps will be described below.
【００４３】ステップ６０では、検出される車速ＶがＡ
km/h（第１設定車速）以下かどうかが判断される。In step 60, the detected vehicle speed V is A
It is determined whether the speed is equal to or less than km / h (first set vehicle speed).
【００４４】ステップ６１では、ステップ６０での判断
がＮＯで、検出される車速ＶがＡkm/hを超えている場
合、ブレーキスイッチ１８からのペダルＳＷ信号がｏｎ
（制動操作時）かどうかが判断される。In step 61, if the determination in step 60 is NO and the detected vehicle speed V exceeds Akm / h, the pedal SW signal from the brake switch 18 is turned on.
(During a braking operation).
【００４５】ステップ６２では、ステップ６１でペダル
ＳＷ信号がｏｎであり、制動操作時と判断されると、回
生→力行の切替車速特性として切替車速がＢkm/h（第２
設定車速）であるＭ特性（図７）が選択される。In step 62, if it is determined in step 61 that the pedal SW signal is on and it is determined that a braking operation has been performed, the switching vehicle speed becomes Bkm / h (second
The M characteristic (FIG. 7) which is the set vehicle speed is selected.
【００４６】ステップ６３では、ステップ６２でＭ特性
が選択されると、検出される車速ＶがＢ’km/h（回生→
力行の切替終了車速）以下かどうかが判断される。In step 63, when the M characteristic is selected in step 62, the detected vehicle speed V becomes B'km / h (regeneration →
It is determined whether it is equal to or less than the powering switching end vehicle speed).
【００４７】ステップ６４では、ブレーキスイッチ１８
からのペダルＳＷ信号がｏｆｆ（非制動操作時）かどう
かが判断され、ｏｆｆとなった時にはステップ６０へ戻
り、ｏｎが維持されている時にはステップ６３へ戻る。In step 64, the brake switch 18
It is determined whether or not the pedal SW signal is off (at the time of non-braking operation). When it is turned off, the process returns to step 60, and when on is maintained, the process returns to step 63.
【００４８】ステップ６５では、ステップ６０での判断
がＹＥＳのとき（車速ＶがＡkm/h以下）、ステップ６１
での判断がＮＯのとき（非制動操作時）、ステップ６３
での判断がＹＥＳのとき（制動操作時の回生→力行の切
替終了車速以下）、いずれの場合にも回生→力行の切替
車速特性として切替車速がＡkm/h（第１設定車速）であ
るＮ特性（図７）が選択される。In step 65, if the judgment in step 60 is YES (vehicle speed V is equal to or less than Akm / h), step 61
If the determination in step NO is NO (during non-braking operation), step 63
Is YES (less than the vehicle speed at which the switching from regeneration to powering at the time of the braking operation is completed), the switching vehicle speed is Akm / h (first set vehicle speed) as the switching vehicle speed characteristic from regeneration to powering in any case. The characteristic (FIG. 7) is selected.
【００４９】したがって、走行時、回生協調コントロー
ルユニット１２において、制動操作や車両減速度等によ
る回生制動開始条件を満足すると、モータ１６が発生す
る電力をバッテリー１７に回生する回生制動が開始され
る。そして、回生制動が開始されると、図６に示す回生
→力行の切替車速設定処理も開始され、ブレーキスイッ
チ１８によりブレーキペダル１の操作状況が判断され
（ステップ６１）、回生から力行への切替車速が、非制
動操作時には切替車速が高車速側のＡkm/hであるＮ特性
が選択され（ステップ６５）、制動操作時には切替車速
が低車速側のＢkm/hであるＭ特性が選択される（ステッ
プ６２）。そして、検出される車速の低下を監視しなが
ら回生制動が維持され、検出車速が設定車速Ａkm/hまた
はＢkm/hになると、制動回生からバッテリー電力により
車輪を駆動する力行へと切り替えられる。Therefore, when the regenerative coordination control unit 12 satisfies the regenerative braking start condition due to a braking operation, vehicle deceleration, or the like, the regenerative braking for regenerating the electric power generated by the motor 16 to the battery 17 is started. When the regenerative braking is started, the regenerative → powering switching vehicle speed setting process shown in FIG. 6 is also started, and the operation state of the brake pedal 1 is determined by the brake switch 18 (step 61), and the switching from the regenerative to the powering is performed. When the vehicle speed is non-braking operation, the N characteristic that the switching vehicle speed is Akm / h on the high vehicle speed side is selected (step 65), and when the braking operation is performed, the M characteristic that the switching vehicle speed is Bkm / h on the low vehicle speed side is selected. (Step 62). Then, the regenerative braking is maintained while monitoring the detected decrease in the vehicle speed. When the detected vehicle speed reaches the set vehicle speed of Akm / h or Bkm / h, the mode is switched from the regenerative braking to the power running in which the wheels are driven by the battery power.
【００５０】よって、制動操作を伴う制動操作回生時に
は回生から力行への切替車速が低車速側のＢkm/hとされ
ることで、ブレーキ抜け感防止を図ることができるし、
回生領域の拡大による燃費の向上を図ることができる。
また、非制動操作であるコースト回生時（エンジンブレ
ーキ相当）には回生から力行への切替車速が高車速側の
Ａkm/hとされることで、坂道発進や渋滞走行を行なうク
リープ力が十分に確保される。すなわち、ブレーキ抜け
感防止とクリープ力確保との両立を図ることができる。Therefore, at the time of regenerative braking operation accompanied by a braking operation, the switching speed from regenerative to power running is set to Bkm / h on the low vehicle speed side, so that it is possible to prevent a feeling of brake omission,
Fuel efficiency can be improved by expanding the regeneration area.
In addition, during coast regeneration (equivalent to engine braking), which is a non-braking operation, the speed of switching from regeneration to power running is set to Akm / h on the high vehicle speed side, so that creep force for starting on slopes and running in congestion is sufficient. Secured. That is, it is possible to achieve both the prevention of the feeling of the brake coming off and the securing of the creep force.
【００５１】また、ペダル操作を常に監視しながら回生
から力行への切替車速を決定するようにすると、回生か
ら力行への切り替え途中にてブレーキペダル１を解放し
たりブレーキペダル１を操作した場合、切替車速がＡkm
/h以下の車速域にて回生から力行への切り替え直後に力
行から回生へ切り替えられたり、回生と力行との切替制
御ハンチングが生じることがある。これに対し、図６の
フローチャートによれば、回生から力行への切り替え途
中にてブレーキペダル１を解放してもブレーキペダル１
を操作しても、制動操作を判断するステップ６１に先行
してステップ６０にて車速がＡkm/h以下かどうかを判断
し、Ａkm/h以下の時にはステップ６５で必ずＮ特性を選
択し、車速がＡkm/hになる前から制動操作を維持してい
る場合にのみＭ特性が選択するというように、車速がＡ
km/hになった時点で決定された回生から力行への切替車
速が力行への切替が終了するまで維持される。よって、
回生から力行への切り替え途中にてブレーキペダル１を
解放したりブレーキペダル１を操作することが行なわれ
ても、回生と力行との切替制御ハンチングを防止するこ
とができる。 （実施の形態２）実施の形態２は請求項１〜請求項３に
記載の発明に対応する電動車両の制動装置であり、ブレ
ーキペダル１への制動操作力を間接的に検出するプライ
マリマスタシリンダ圧センサ２１及びセカンダリマスタ
シリンダ圧センサ２２を制動操作力検出手段として用
い、回生から力行への切替車速を、非制動操作時には実
施の形態１と同様に、高車速側のＡkm/hとするが、制動
操作時には検出されるマスタシリンダ圧が大きいほどＢ
km/hをＡkm/hから低車速側に離れた車速に移行させて可
変に設定する例である。尚、構成については実施の形態
１と同じであるので図し並びに説明を省略する。If the vehicle speed for switching from regeneration to power running is determined while constantly monitoring the pedal operation, if the brake pedal 1 is released or the brake pedal 1 is operated during switching from regeneration to power running, Switching vehicle speed is Akm
Immediately after switching from regeneration to powering in the vehicle speed range of / h or less, switching from powering to regeneration may occur, or switching control hunting between regeneration and powering may occur. On the other hand, according to the flowchart of FIG. 6, even if the brake pedal 1 is released during the switching from regeneration to power running, the brake pedal 1
Even if is operated, it is determined in step 60 whether or not the vehicle speed is equal to or less than Akm / h, prior to step 61 for determining the braking operation. If the vehicle speed is lower than A km / h, the M characteristic is selected only when the braking operation is maintained before Akm / h.
The switching speed from regeneration to power running determined at the time of km / h is maintained until the switching to power running ends. Therefore,
Even if the brake pedal 1 is released or the brake pedal 1 is operated during switching from regeneration to power running, hunting for switching control between regeneration and power running can be prevented. (Embodiment 2) Embodiment 2 is a braking device for an electric vehicle according to the invention as set forth in claims 1 to 3, and a primary master cylinder for indirectly detecting a braking operation force on a brake pedal 1. The pressure sensor 21 and the secondary master cylinder pressure sensor 22 are used as braking operation force detection means, and the switching vehicle speed from regeneration to power running is set to Akm / h on the high vehicle speed side during the non-braking operation as in the first embodiment. , The greater the master cylinder pressure detected during the braking operation, the greater the B
This is an example in which km / h is shifted from Akm / h to a vehicle speed away from the low vehicle speed side and set variably. Since the configuration is the same as that of the first embodiment, it is not shown in the drawings and the description is omitted.
【００５２】次に、作用を説明する。Next, the operation will be described.
【００５３】図８は回生協調コントロールユニット１２
で実行される回生→力行の切替車速設定作動の流れを示
すフローチャートである。FIG. 8 shows the regenerative cooperative control unit 12.
It is a flowchart which shows the flow of the switching speed setting operation | movement of regeneration → powering performed by (1).
【００５４】ステップ８０では、検出される車速ＶがＡ
km/h（第１設定車速）以下かどうかが判断される。In step 80, the detected vehicle speed V is A
It is determined whether the speed is equal to or less than km / h (first set vehicle speed).
【００５５】ステップ８１では、ステップ８０での判断
がＮＯで、検出される車速ＶがＡkm/hを超えている場
合、ブレーキスイッチ１８からのペダルＳＷ信号がｏｎ
（制動操作時）かどうかが判断される。In step 81, if the determination in step 80 is NO and the detected vehicle speed V exceeds Akm / h, the pedal SW signal from the brake switch 18 is turned on.
(During a braking operation).
【００５６】ステップ８２では、ステップ８１でペダル
ＳＷ信号がｏｎであり、制動操作時と判断されると、回
生→力行の切替車速特性として、マスタシリンダ圧から
適切なクリープ移行車速（マスタシリンダ圧が大きいほ
ど低速側）である切替車速がＢkm/h（第２設定車速）が
決定される（図９のＭ’特性）。In step 82, when it is determined in step 81 that the pedal SW signal is on and the braking operation is being performed, the vehicle speed characteristic for switching from regeneration to power running is changed from the master cylinder pressure to the appropriate creep transition vehicle speed (master cylinder pressure The switching vehicle speed Bkm / h (the second set vehicle speed), which is the lower (the lower the speed, the higher the speed), is determined (M ′ characteristic in FIG. 9).
【００５７】ステップ８３では、ステップ８２で切替車
速Ｂkm/hが決定されると、検出される車速Ｖが決定され
たＢkm/h（回生→力行の切替開始車速）以下かどうかが
判断される。In step 83, when the switching vehicle speed Bkm / h is determined in step 82, it is determined whether the detected vehicle speed V is equal to or less than the determined Bkm / h (regeneration-to-powering switching start vehicle speed).
【００５８】ステップ８４では、ステップ８３で車速が
Ｂkm/hを超えている場合、ブレーキスイッチ１８からの
ペダルＳＷ信号がｏｆｆ（非制動操作時）かどうかが判
断され、ｏｆｆとなった時にはステップ８０へ戻り、ｏ
ｎが維持されている時にはステップ８２へ戻り、切替車
速Ｂkm/hがあらためて決定される。In step 84, if the vehicle speed exceeds Bkm / h in step 83, it is determined whether or not the pedal SW signal from the brake switch 18 is off (during non-braking operation). Back to o
When n is maintained, the routine returns to step 82, where the switching vehicle speed Bkm / h is determined again.
【００５９】ステップ８５では、ステップ８３で車速が
Ｂkm/h以下と判断された場合、クリープ移行車速がＢkm
/hに固定される。In step 85, if it is determined in step 83 that the vehicle speed is equal to or less than Bkm / h, the creep transition vehicle speed becomes Bkm / h.
Fixed to / h.
【００６０】ステップ８６では、検出される車速Ｖが
Ｂ’km/h（回生→力行の切替終了車速）以下かどうかが
判断される。In step 86, it is determined whether or not the detected vehicle speed V is equal to or lower than B'km / h (the vehicle speed at which the switching from regeneration to powering is completed).
【００６１】ステップ８７では、ステップ８０での判断
がＹＥＳのとき（車速ＶがＡkm/h以下）、ステップ８１
での判断がＮＯのとき（非制動操作時）、ステップ８６
での判断がＹＥＳのとき（制動操作時の回生→力行の切
替終了車速以下）、いずれの場合にも回生→力行の切替
車速特性として切替車速がＡkm/h（第１設定車速）であ
るＮ特性（図９）が選択される。In step 87, if the judgment in step 80 is YES (vehicle speed V is less than Akm / h), step 81
If the determination in step NO is NO (during non-braking operation), step 86
Is YES (less than the vehicle speed at which the switching from regeneration to powering at the time of the braking operation is completed), the switching vehicle speed is Akm / h (first set vehicle speed) as the switching vehicle speed characteristic from regeneration to powering in any case. The characteristic (FIG. 9) is selected.
【００６２】したがって、回生から力行への切替車速
が、非制動操作時には高車速側のＡkm/hとされ、制動操
作時には制動操作力をあらわすマスタシリンダ圧が大き
いほど第２設定車速のＢkm/hが第１設定車速のＡkm/hか
ら低車速側に離れた車速に移行して設定される。よっ
て、制動操作力が大きいほどブレーキ抜け感が顕著にな
るのに対応して、マスタシリンダ圧により検出される制
動操作力が大きいほど回生から力行への切替車速Ｂkm/h
が低車速とされることで、制動操作力の大きさにかかわ
らず良好なブレーキフィーリングを得ることができる。 （他の実施の形態）実施の形態２では、制動操作力をマ
スタシリンダ圧により間接的に検出する例を示したが、
トルクセンサ等を用いて制動操作力を直接検出するよう
にしても良い。Therefore, the switching vehicle speed from regeneration to power running is set to Akm / h on the high vehicle speed side during non-braking operation, and the second set vehicle speed Bkm / h is set as the master cylinder pressure representing the braking operation force is increased during braking operation. Shifts from the first set vehicle speed of Akm / h to a vehicle speed separated to the low vehicle speed side and is set. Accordingly, the greater the braking operation force, the more noticeable the feeling of brake omission, and the greater the braking operation force detected by the master cylinder pressure, the greater the switching vehicle speed from regeneration to power running Bkm / h.
Is set to a low vehicle speed, so that a good brake feeling can be obtained regardless of the magnitude of the braking operation force. (Other Embodiments) In the second embodiment, an example is described in which the braking operation force is indirectly detected by the master cylinder pressure.
The braking operation force may be directly detected using a torque sensor or the like.
【００６３】実施の形態２では、制動操作力の大きさに
応じて制動操作時の切替車速である第２設定車速Ｂkm/h
を可変にする例を示したが、制動操作時には、例えば、
車速微分値や前後加速度センサ等の制動減速度検出手段
により検出される制動減速度が大きいほど第２設定車速
Ｂkm/hを第１設定車速Ａkm/hから低車速側に離れた車速
に移行して設定する例としても良い。さらに、制動操作
時には、例えば、ブレーキストロークセンサ等の制動操
作量検出手段により検出される制動減速度が大きいほど
第２設定車速Ｂkm/hを第１設定車速Ａkm/hから低車速側
に離れた車速に移行して設定する例としても良い。これ
らの場合にも、実施の形態２と同様に、制動減速度の大
きさにかかわらず、あるいは、制動操作量の大きさにか
かわらず、良好なブレーキフィーリングを得ることがで
きる。In the second embodiment, the second set vehicle speed Bkm / h, which is the switching vehicle speed at the time of the braking operation, according to the magnitude of the braking operation force.
Has been shown as an example, but during a braking operation, for example,
As the braking deceleration detected by the braking deceleration detecting means such as the vehicle speed differential value and the longitudinal acceleration sensor increases, the second set vehicle speed Bkm / h shifts to a vehicle speed away from the first set vehicle speed Akm / h to the lower vehicle speed side. May be set as an example. Further, at the time of the braking operation, for example, the larger the braking deceleration detected by the braking operation amount detecting means such as the brake stroke sensor, the more the second set vehicle speed Bkm / h is shifted from the first set vehicle speed Akm / h to the lower vehicle speed side. An example in which the setting is made by shifting to the vehicle speed may be used. Also in these cases, a good brake feeling can be obtained regardless of the magnitude of the braking deceleration or the magnitude of the braking operation amount, as in the second embodiment.
【図１】本願発明の電動車両の制動装置を示すクレーム
対応図である。FIG. 1 is a view corresponding to a claim showing a braking device for an electric vehicle according to the present invention.
【図２】実施の形態１の電動車両の制動装置が適用され
た回生協調ブレーキシステム図である。FIG. 2 is a diagram of a regenerative cooperative braking system to which the braking device for the electric vehicle according to the first embodiment is applied.
【図３】実施の形態１の回生協調時のブレーキ液圧制御
系を示す液圧回路図である。FIG. 3 is a hydraulic circuit diagram showing a brake hydraulic control system during regenerative coordination according to the first embodiment.
【図４】実施の形態１の電動車両の制動装置で一定制動
時における回生協調制御での各作動状況を説明するタイ
ムチャートである。FIG. 4 is a time chart for explaining operation states in regenerative cooperative control at the time of constant braking by the braking device for the electric vehicle according to the first embodiment;
【図５】実施の形態１の電動車両の制動装置に採用され
た液圧制御バルブでの減圧特性を示す図である。FIG. 5 is a diagram showing pressure reduction characteristics of a hydraulic pressure control valve employed in the braking device for the electric vehicle according to the first embodiment.
【図６】実施の形態１の電動車両の制動装置の回生協調
コントロールユニットで実行される回生→力行の切替車
速設定作動の流れを示すフローチャートである。FIG. 6 is a flowchart showing a flow of a regenerative powering switching vehicle speed setting operation executed by a regenerative cooperative control unit of the braking device for the electric vehicle according to the first embodiment.
【図７】実施の形態１の電動車両の制動装置での回生→
力行の切替車速を示す車速に対する回生制動トルク特性
図である。FIG. 7 shows regeneration by the braking device of the electric vehicle according to the first embodiment.
FIG. 7 is a regenerative braking torque characteristic diagram with respect to a vehicle speed indicating a powering switching vehicle speed.
【図８】実施の形態２の電動車両の制動装置の回生協調
コントロールユニットで実行される回生→力行の切替車
速設定作動の流れを示すフローチャートである。FIG. 8 is a flowchart showing a flow of a regeneration-to-powering switching vehicle speed setting operation executed by a regeneration coordination control unit of the braking device for the electric vehicle according to the second embodiment.
【図９】実施の形態２の電動車両の制動装置での回生→
力行の切替車速を示す車速に対する回生制動トルク特性
図である。FIG. 9 shows regeneration by the braking device of the electric vehicle according to the second embodiment.
FIG. 7 is a regenerative braking torque characteristic diagram with respect to a vehicle speed indicating a powering switching vehicle speed.
【図１０】従来の電動車両の制動装置での回生→力行の
切替車速を示す車速に対する回生制動トルク特性図であ
る。FIG. 10 is a characteristic diagram of a regenerative braking torque with respect to a vehicle speed indicating a vehicle speed for switching from regeneration to power running in a conventional braking device for an electric vehicle.
ａ バッテリー ｂ 電気駆動手段 ｃ 回生制動制御手段 ｄ 制動操作状況検出手段 ｅ 車速検出手段 ｆ クリープ移行車速可変部 ｇ ハンチング防止部 ｈ 制動操作力検出手段 ｉ 制動減速度検出手段 ｊ 制動操作量検出手段 a battery b electric driving means c regenerative braking control means d braking operation situation detecting means e vehicle speed detecting means f creep transition vehicle speed variable section g hunting prevention section h braking operating force detecting means i braking deceleration detecting means j braking operating amount detecting means
───────────────────────────────────────────────────── フロントページの続き Ｆターム(参考） 3D046 AA09 CC06 EE01 GG02 HH02 HH22 JJ03 JJ05 5H115 PG04 PI16 PI24 PI29 PO02 PO06 PO09 PO17 PU08 PU21 PU23 PV09 QI04 QI07 QI12 QI15 QN27 RB21 SE04 SE10 TB01 TO23 TO26 TR05 TU20 TZ07 UB08 UB11 ──────────────────────────────────────────────────続 き Continuing on the front page F term (reference) 3D046 AA09 CC06 EE01 GG02 HH02 HH22 JJ03 JJ05 5H115 PG04 PI16 PI24 PI29 PO02 PO06 PO09 PO17 PU08 PU21 PU23 PV09 QI04 QI07 QI12 QI15 QN27 RB21 SE04 SE10 TB01 TO23 OTUB TR07
Claims (5)
を駆動する電気駆動手段と、前記車輪の減速回転に伴っ
て前記電気駆動手段が発生する電力を前記バッテリーに
回生する回生制動制御手段を具備する電動車両の制動装
置において、 制動操作子の操作状況を検出する制動操作状況検出手段
と車速を検出する車速検出手段を設け、 前記回生制動制御手段に、回生から力行への切替車速
を、非制動操作時には高車速側の第１設定車速とし、制
動操作時には低車速側の第２設定車速とするクリープ移
行車速可変部を設けたことを特徴とする電動車両の制動
装置。1. An electric drive means for driving wheels by electric power from a battery mounted on a vehicle, and a regenerative braking control means for regenerating electric power generated by the electric drive means with the decelerated rotation of the wheels to the battery. In a braking device for an electric vehicle, a braking operation state detecting unit that detects an operation state of a braking operator and a vehicle speed detecting unit that detects a vehicle speed are provided. The regenerative braking control unit controls a vehicle speed for switching from regenerative to power running without braking. A braking device for an electric vehicle, comprising: a creep transition vehicle speed variable unit that sets a first set vehicle speed on a high vehicle speed side during operation and a second set vehicle speed on a low vehicle speed side during a braking operation.
いて、 前記回生制動制御手段に、回生から力行への切り替え途
中にて制動操作子を解放したり制動操作子を操作した場
合、検出車速が高車速側の第１設定車速となった時点で
決定された回生から力行への切替車速を力行への切替が
終了するまで維持するハンチング防止部を設けたことを
特徴とする電動車両の制動装置。2. The braking device for an electric vehicle according to claim 1, wherein the regenerative braking control means detects a vehicle speed when a braking operator is released or a braking operator is operated during switching from regeneration to power running. A hunting prevention unit for maintaining the switching speed from regeneration to power running determined when the vehicle speed becomes the first set vehicle speed on the high vehicle speed side until the switching to power running ends. apparatus.
装置において、 制動操作力を直接もしくは間接的に検出する制動操作力
検出手段を設け、 前記クリープ移行車速可変部での回生から力行への切替
車速を、非制動操作時には高車速側の第１設定車速と
し、制動操作時には検出される制動操作力が大きいほど
第２設定車速を第１設定車速から低車速側に離れた車速
に移行させて設定する車速可変部としたことを特徴とす
る電動車両の制動装置。3. The braking device for an electric vehicle according to claim 1, further comprising: a braking operation force detecting unit that directly or indirectly detects a braking operation force, wherein the creep transition vehicle speed variable unit switches from regeneration to power running. The switching vehicle speed is set to the first set vehicle speed on the high vehicle speed side during the non-braking operation, and the second set vehicle speed shifts from the first set vehicle speed to the lower vehicle speed side as the detected braking operation force increases during the braking operation. A braking device for an electric vehicle, wherein the braking device is a vehicle speed variable unit set by setting.
装置において、 制動減速度を検出する制動減速度検出手段を設け、 前記クリープ移行車速可変部での回生から力行への切替
車速を、非制動操作時には高車速側の第１設定車速と
し、制動操作時には検出される制動減速度が大きいほど
第２設定車速を第１設定車速から低車速側に離れた車速
に移行させて設定する車速可変部としたことを特徴とす
る電動車両の制動装置。4. The braking apparatus for an electric vehicle according to claim 1, further comprising: braking deceleration detecting means for detecting a braking deceleration, wherein the creep transition vehicle speed variable unit switches the vehicle speed from regeneration to powering. The first set vehicle speed on the high vehicle speed side during the non-braking operation, and the vehicle speed set by shifting the second set vehicle speed from the first set vehicle speed to a lower vehicle speed side as the detected braking deceleration becomes larger during the braking operation. A braking device for an electric vehicle, comprising a variable portion.
装置において、 制動操作子の操作量を検出する制動操作量検出手段を設
け、 前記クリープ移行車速可変部での回生から力行への切替
車速を、非制動操作時には高車速側の第１設定車速と
し、制動操作時には検出される制動操作量が大きいほど
第２設定車速を第１設定車速から低車速側に離れた車速
に移行させて設定する車速可変部としたことを特徴とす
る電動車両の制動装置。5. The braking device for an electric vehicle according to claim 1, further comprising: a braking operation amount detecting unit configured to detect an operation amount of a braking operator, wherein the creep transition vehicle speed variable unit switches from regeneration to power running. The vehicle speed is the first set vehicle speed on the high vehicle speed side during the non-braking operation, and the larger the detected braking operation amount during the braking operation, the more the second set vehicle speed is shifted from the first set vehicle speed to a lower vehicle speed side. A braking device for an electric vehicle, comprising a vehicle speed variable section to be set.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP35416898A JP3775083B2 (en) | 1998-12-14 | 1998-12-14 | Electric vehicle braking device |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP35416898A JP3775083B2 (en) | 1998-12-14 | 1998-12-14 | Electric vehicle braking device |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JP2000184504A true JP2000184504A (en) | 2000-06-30 |
| JP3775083B2 JP3775083B2 (en) | 2006-05-17 |
Family
ID=18435750
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP35416898A Expired - Lifetime JP3775083B2 (en) | 1998-12-14 | 1998-12-14 | Electric vehicle braking device |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JP3775083B2 (en) |
Cited By (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP2008236825A (en) * | 2007-03-16 | 2008-10-02 | Toyota Motor Corp | Vehicle and its control method |
| JP2009035188A (en) * | 2007-08-03 | 2009-02-19 | Nissan Motor Co Ltd | Controller for hybrid vehicle |
| JP2014218137A (en) * | 2013-05-07 | 2014-11-20 | 三菱自動車工業株式会社 | Regenerative-collaborative brake control system |
| KR20190130025A (en) * | 2017-03-30 | 2019-11-20 | 그레이트 월 모터 컴퍼니 리미티드 | Creep Speed Control Method, Apparatus, Vehicle and Computer-readable Media |
-
1998
- 1998-12-14 JP JP35416898A patent/JP3775083B2/en not_active Expired - Lifetime
Cited By (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP2008236825A (en) * | 2007-03-16 | 2008-10-02 | Toyota Motor Corp | Vehicle and its control method |
| JP2009035188A (en) * | 2007-08-03 | 2009-02-19 | Nissan Motor Co Ltd | Controller for hybrid vehicle |
| JP2014218137A (en) * | 2013-05-07 | 2014-11-20 | 三菱自動車工業株式会社 | Regenerative-collaborative brake control system |
| KR20190130025A (en) * | 2017-03-30 | 2019-11-20 | 그레이트 월 모터 컴퍼니 리미티드 | Creep Speed Control Method, Apparatus, Vehicle and Computer-readable Media |
| KR102273477B1 (en) * | 2017-03-30 | 2021-07-05 | 그레이트 월 모터 컴퍼니 리미티드 | Creep rate control method, apparatus, vehicle and computer readable medium |
Also Published As
| Publication number | Publication date |
|---|---|
| JP3775083B2 (en) | 2006-05-17 |
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